Gear shifting apparatus



June 30, 1942. w. A. JOHNS- GEAR SHIFTING APPARATUS F iled May 19, 1959 12 Sheets-Sheet 1 QNMQ June 30, 1942. w JOHNS 2,287,937

GEAR SHIF'IING APPARATUS Filed May 19, 1939 12 Sheets-Sheet 2 imi June 30, 1942. w. A. JOHNS GEAR SHIFTING APPARATUS Filed May 19, 1939 12 Sheets-Sheet 5 June 30, 1942. w JQHNS 2,287,937

GEAR SHIFTING APPARATUS Filed May 19, 1939 12 Sheets-Sheet 4 June 30, 1942. w. A. JOHNS GEAR SHIFTING APPARATUS l2 Sheets-Sheet 5 Filed May 19, 1939 June30, 1942. w JOHNS 2,287,937

GEAR SHIFTING APPARATUS Filed May 19, 1959 12 sheets-Shea 6 Pg l8.

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June 30, 1942. w, A, JOHNS 2,287,937

' GEAR SHIFTING APPARATUS Filed May 19, 1939 12 Sheets-Sheet 7 INVENTOR 2 ATTO RN EYS June 30, 1942. w, JOHNS 2,287,937

GEAR SHIFTING APPARATUS Filed May 19, 1959 12 Sheets-Sheet 8 9 INVENTOR: W6 2% 7b aaww BY flan, Q64, 'n/

' ATTORNEYS.

J 1942- w. A. JOHNS 2,287,937

GEAR SHIFTING APPARATUS Filed May 19, 1939 12 Sheets-Sheet 1O Governor /67 I83 g I73 June 30, 1942. w JOHNS 2,287,937

GEAR SHIFT ING APPARATUS Fiied May 19, 1959 12 Sheets-Sheet 11 June 30, 1942. w. A. JOHNS GEAR SHIFTING APPARATUS Filed May 19, 1939 12 SheetsSh'eet l2 Winthrop A. Johns, New Brunswi ck, N. Lucien- '0l' to Research Corporation, New York, N. E, a

corporation of New York Application May 19, 1939, Serial No. 274,634

This invention relates to gear shifting apparatus and particularly to apparatus for use with transmission gears such as are. employed on motor vehicles and the-like.

This application is a continuation-impart of my copending application Ser. No. 740,761, filed Aug. 21, 1934, Automatic gear shift mechanisms for motor vehicles and the like."

An object of this invention is to provide gear shifting apparatus including a governor responsive to the speed of the vehicle fordetermining the gears that are to be engaged, and power mechanisms operable upon the release. of the clutch for shifting the gears. An object is to provide .a semi-automatic gear shifting apparatus that may be associated with a conventional automobile transmission gear of the H-slot type, the apparatus including a governor responsi've to vehicle speed to select the shift that is to be made, powerv mechanism for efiecting the shift, anda latch actuated upon a release of the vehicle clutch to place the power mechanism in operation to make the shift. A further object is to provide semi-automatic gear shifting mechanism of the type stated which includes manually 'operated-mechanism-for controlling the critical vehicle speeds at which the governor selects the several transmission gears for engagement. Another object is to provide a semi-automatic gear shifting mechanism for use with the multispeed :1:-

transmission gear of avehicle, the mechanism including a governor responsive to the vehicle speed for selecting the gears that are to be engaged, a cam for shifting the gears, a drive system for operating the cam from the -flywheel,-

- ance with the position of the follower with :re-

18 Claims. (Cl. lb-336.5)

gear combinations. A further object isto provide a novel form of barrel cam having a 101- lower engaged in a groovepath in'the cylindrical surface of the cam, the groove path having diverging branches of different diameters for shifting thefollower in different manners in accordspect to the axis of the cam.-

These and other objects and advantages of the invention will be apparent-from the following specification when taken with the accompanying and a latch operable by the vehicle clutch to render the drive system inoperative to actuate the cam. A further object is to provide a semiautomatic gear shifting apparatus including .a governor for selecting the gears for engagement in accordance with the vehicle speed, a power mechanism for effecting the shift, and manually controlled devices to condition the apparatus for actuation by the power mechanism intoflneutral or reverse drive.

Further objects are to provide semi-automatic gear shifting apparatus including a governor responsive to the vehicle speed for selecting the gear that is to be engaged, the governor having a relatively fixed base and a part movable from the base as a function of the vehicle speed, and manually operable devices for altering the posi- 'tion ofthe relatively fixed base to control the critical vehicle speeds at which the governor drawings in which: v

Fig. '1 is a plan view of one embodiment ofthe invention, the apparatus being shown with the cover removed, and 'with the governor and cam indicated in broken line; a

Fig. 2 is a fragmentary transverse section taken substantially on lineZ-Z of Fig. 1; v

Fig. 3 isa-fragmentary longitudinal section, with-parts of the linkages omitted for the clearer illustration of the governor and the shifting rods of the transmission gear;

Figs. 4a to 4f are schematic views showing diflerent adjustments of the linkage systems;

Fig. 5 is a perspective view of the devices for arresting thedrive of the cam gears;'

Fig. 6 is a fragmentary perspective view of a development of the cylindrical cam;

Fig. 7 is a fragmentary side elevation of the clutch operated latching member;.

Fig. 8 is a fragmentary end elevation of the shown in section;,

Figs. 14, 15 and 16 are transverse-sections through the governor on lines lll4, I5l5 pump mechanism of the governor;

ship of vehicle speed to 'a conventional transmission provided withsets the apparatus for engagement of the several i Fig. 18 is a schematic view of the portswhich connect the opposite sides of the governor :casing;

Fig. 19.is a curve sheet showing the relationplacement; v m

Fig. 20 is a longitudinal sectional view through another embodiment of the invention;

Fig. 21 is a fragmentary plan view of the gear that shifts the governor casing disshifting lever and the sliding plate, respectively;

Fig. 29 is a fragmentary sectional view ofthe governor-actuated and the manual controls, the view continuing on an enlarged scale the upper part of Fig. 21;

Figs. 30 and 31 are transverse sections on lines 33-33 and 3l-3l, respectively, of Fig. 29;

Fig. 32 is a perspective view of the handle member shown in Fig. 29;

Fig. 33 is a plan view of another form of gear shifting mechanism, the cover of the gear box being omitted and some parts shown in section; Fig. 34 is a fragmentary transverse sectiontaken substantially on line 34-34 of Fig. 33;

Fig. 35 is a fragmentary vertical section substantially on line 35-35 of Fig. 33;

Fig. 36 is a. fragmentary perspective view of the governor-actuated valve bar; and

Fig. 37 is a schematic view, with the valves in section, of the control mechanism.

In Figs. 1-3 of the drawings, the reference numeral I identifies the gear box of a conventional automobile transmission having one re verse and three forward drive gears, not shown. which are selectively engaged by the axial displacements, from central neutralpesitions. of the rails 2, 3 that are slidable in the cover plate 4 and carry tirrups 5, 3, respectively, to engage the shiftable transmission gear members. Notched plates 1, 3 are secured to the rails 2, 3, respectively, for cooperation with the gear shifting mechanism which, in prior constructions, has been a gear shift lever movable in an H- slot or its equivalent. In accordance with this invention, the gear shift lever is replaced by a motor-driven mechanism that is brought into operation when the clutch is thrown out.

A .link H! has downwardly projecting pins ll, l2 for engagement with the notches in plates I, 3, respectively, when the link is moved transversely of the gear box, and the upper end of link II), as seen in Fig. 1 is connected by a link l3 to a triangular plate l4 that is pivoted to the parallel links l5, l3 and carries a roller II that travels in a circumferential groove l3 in a cylindrical or barrel cam I9. The lowerendls of the parallel links 15, Hi are pivoted on the cover plate 4 and the function of this linkage is to "multiply" the angular displacement of the link l3 for an axial displacement of the cam I 3. If the link II! were extended to and directly connected to the cam is, the displacement of. the pins H, l2 of link l3 would be about one-half the displacement of the cam I9. The parallel linkage l5, l6 and the triangular plate l4 make the displacement of the pins ll, I2 substantially equal to the axial displacement of the cam. The construction and method of operation of this linkage can be best understood from a consideration of the schematic views; Figs. 4a to 41', in which the gear shifting linkage is illustrated as vertically displaced from the governor-operated linkage.

The lower end of link I3 is pivoted to one arm of a T-shaped lever 23 and has a notched depending flange 2| for engagement with the rack member 22 that is fixed to the cover plate 4. The stem of the lever 23 forms one side of a parallel motion linkage that includes a bell-crank lever 23, 24 pivoted at its vertex to the plate 4, and a link 25 connecting the lever 23 to a plate 23 that is pivoted on the same axis as the bell-crank lever 23, 24.

Arm 23 carries a stud 21, Fig. 3, that extends between the depending ends of a hairpin leaf spring 23 that is secured to the movable sleeve 23 of a hydraulic speed governor. member 23 has a projecting lug 33 that extends between washers 3! on a bolt 32 that is slidable in a bracket 33 mounted on plate 4 andcarries a spring 34 which tends to hold the washers 3| in contact with the bracket 33. Angular movement of plate 23 in either direction compresses the spring 34 and thus establishes a stress tending to return the plate 26 to a normal position with the lug 33 overlying the bracket 33. The plate 23 also has a lug 35 that extends beneath the pin 33 of a latching member which is slidable on' a bolt 33 and urged towards elevated position by a spring 39.

The governor 29, parallel motion linkage 23- 25, and spring 34 constitute the mechanism'for displacing the shifting link l3 transversely of the gear box to engage the pin II with the yoke I or the pin l2 with the yoke 3. The longitudinal movement of the selected yoke is effected by the cam l9 and the linkage which connects the cam follower I! to the lever Ill. The latching member 31 is a part of a control system for preventing an operation of the cam I 3, and thereby a shifting of the gears, so long as the vehicle speed is appropriate for a drive through the gears which are then in mesh.

The cam I! may be actuated from any power source but preferably is driven from the engine flywheel. The cam shaft 43 to which cam I9 is keyed for axial movement carries a gear 4| that meshes with a worm 42 on a transverse shaft 43 that is connected through bevel gears 44 to the stub shaft 45, the latter carrying a friction roller 43 for engagement with the flywheel 41. The shafts 43 and 45 are mounted in-a casing 43 that is not fixed to the gear box but has a limited angular movement about the axis of the cam shaft 43 dueto the meshing of the worm 42 with the gear 4i. The casing 43 is omitted from Fig. 2 for the better illustration ofthe cam driving mechanism.

The. roller 46 is normally spaced from the flywheel and the weight of the casing 43 and the enclosed gears tends to rotate the casing counterclockwise, as seen in Fig. 2, for engagement of the friction roller with the flywheel when certain latching devices are released. member 31 that is controlled by the vehicle speed has a forwardly projecting pin 43 that constitutes a stop or support for the casing 43 when the member 31 is held in elevated position by lug 35 of the plate 23. The lever arm 53 is secured to a shaft 5| that'is mounted in the casing 43, and the end of the arm 53 rests on the pin 49. The lever arm 52 on the other end of the shaft 5| is positioned in the path of a pin 53 on the hub of the gear 4|. The lever system is so designed that its axis, i. e. the shaft 5| is lifted when the lever 53 is supported in raised position by the pin 43 of latching member 31 and the end of lever 52 is lifted by the pin 53. The pin 53 therefore serves to rock the gear casing 43 to break the driving engagement of friction roller 43 with the The plate- The latching A manually controlled latch is provided for arresting the cam motion when the shifting link I5 is in neutral position. This mechanism comprises a pin 54 on gear 4|, a lever arm 55 on the tubular shaft 55 that surrounds the shaft 5i,

and a lever arm 51 on shaft 55. The lever arm 55 lies in the plane of, but is normally above, the path of the pin 54. The tail of the lever arm 51 rests upon a pin 58 on a plate 59 that may be rocked counterclockwise by a pull cable 58 that extends to the steering column or instrument panel of the vehicle. A manual settingof the pull cable 50 for neutral'rocks the plate 59 to lift lever arm 51, thus depressing. lever arm 55 into the path of the pin 54.

A third control of the cam driving mechanism. go

is associated with the vehicle clutch; not shown, to prevent operation of thegear shifting mechanism so long as the clutch is engaged. This control or latching mechanism comprises'a strap 5| secured to the casing 48 and resting upon a 5 cam slide 52 that is moved to the left, as seen in Figs. 1 and 7, when the clutch pedal 58 is depressed to release the clutch. This motion of the slide 52 moves the wide section thereof from beneath the strap 5| and allows the strap to drop.

Reverting to the cam l9, this member has two circumferential cam grooves 54R, 54L that merge in a groove section '54N. The cam I9 comes to rest under normal operating conditions in one of its end positions and after one complete revolution. The normal bottom line of cam I9 is indicated by a broken line in Fig. 6, and is identified by a descriptive legend. The cam I9 is stopped in this normal position by the pin 58 as itmoves beneath the end of the lever 52 to 40 lift the gear casing 48. Cam l9 may be stopped after a rotation of about 120, with the cam groove 54N at the bottom of the cam. by manually operating cable to tilt the plate 59 and thus position the lever for engagement by pin 54 to.

lift the gear casing 48.

The groove 54L, or at least the entrance section 55 thereof, isof greater diameter than the groove 54R and the direction in which-the cam moves axially is determined by the extent to 50 which a relatively stationary pin 55 and it's roller 51, Figs. 8 to 11, project into the cam groove section MN. The splitter edge 55'- atthe branching grooves 54R, 54L shifts the cam l9to the left to bring groove 54L into operation wh"'n pin 55 55 is in lowered posiition, and the side e e, of cam section 55 brings the groove 543; into opera tion when the pin 55 is in raised position. These operations may be visualized as a deflecting of the pin 55 into the larger and smaller diameter 00 grooves but the pin 55 is in fixed lateral position and it is the cam that is shifted axially by the splitter edge 55' and the side edge of section 55.

Pin 55 is vertically movable in a housing 58 that is fixed to the cover plate ,4 below the axis 55 of the cam l9. The pin 55 rests upon one end of a rocking lever 59 that is notched atits opposite end to receive the flatted or half-roundend of a cylindrical member I0 that is pressed away from the pin 55 by a spring Ii. The upper end of the member 10 is notched to clear or alternatively to be engaged by the section" ofcam i9 that projects circumferentially over a limited region in axial alinement with and extending somewhat beyond the cam groove section 54R.

The member II is rocked angularly by the movement of the rod that is slidably supported on-the housing 58 by a cap strip I4; and terminates in a notched end section or plate minst which the pin ll of the member I8 bears. The

rod-I8 is pivotally connected to the outer end of the T-lever "of the parallel motion linkage,

and the notched plate I5 has two crests and two valleys for engagement with the pin III of member III to position the latter to be engaged by or .alternatively to be cleared by the projecting secby the initial rotary movement of the cam I9.

This conditions the cam l9 for a shift'to the right for an engagement of the second speed or the reverse gears. Conversely, when pin III of member ID engages a valley of the .plate 15, the

- member I9 is not depressed by the cam l9, I2 and the pin 58' therefore remains in lowered position. This conditions the system for movement of the cam l9 and shift link Hi to the left for engagement of the low or the high speed gears.

Manually operated means must be provided for a power-operated shift to. reverse gear, and this mechanismpreferably is designed to prevent the setting of the system for a shift to reverse gear when another vgear drive is operative and the vehicle is operatingv at a speed above that appropriate for a shift to second gear. The reverse setting mechanism comprises a bell-crank lever or plate I5 that is pivoted on the cover plate 4 and normally stands in the position shown in Fig. 1. One arm of the lever has a flexible cable 11 connected thereto for rocking the lever clockwisewhen reverse drive is desired. The other end of the cable extends to the steering post or instrument ipanel, not shown., of the vehicle, The

forms the pivotal connection of members 20, 24 of the parallel motion linkage. Engagement of the surface I8 with the pin I9 prevents a clockwise motion of the lever'15 when pin I9 is in the position shown in Fig. 1 (corresponding to a drive in low gear at 'a speed appropriate for a shift into secondgear) or in a lower position. The pin I9 is at a higher level, as viewed inFig. 1', when the low gear is engaged and the vehicle at rest or moving slowly, as will be explained hereinafter,

linkage for a shift of the-low-reverse Fail} to 'the right, Fig. 1, to engage the reverse drive gears.

v The governor mechanism that is actuated from the propellershaft or rear axle, not shown, is.

preferably of a hydraulic type that can develop large forces with apparatus of small size. The

governor casing 29 base. stem 82 which slidably J supports the casing on a bracket 83 that mounted on the gear case cover 4, Fig. 3, and an end cover, 54 in which the rotatable governor shaft 85 is slidably supported. The shaft 85.is

also rotatable in a pump casing 85, Fig. 12, that is closed by a cover plate 81 and, with the latter,

forms a piston that is slidable in the governor casing 29. The shaft 99 terminates in a rotor head 99 that has diametrically opposed slots for receiving the blades 99 that are forced outwardly into engagement with the wall of the eccentric bore of the pump casing 96 by pressure fluid entering through passages 99 that extend from the base of the slots to the periphery of the rotor. An inlet port 9| is provided in the pump cover 91 and an outlet port 92 in the pump casing 96. These'ports are so arranged that the pump tends to move liquid, preferably a light oil, from the left to the right end of the casing 29. A spring 99 tends to move the governor casing 29 towards the left, Figs. 12 and 13, thus confining the oil to the space 290 within casing29 at the left of the pump casing 96. Casing 29 has a counterbore 99 that has a vent opening 95 to atmosphere and slidably receives a breather plug 96. Temperature changes that vary the volume of the oil within casing 29 are relieved by the sliding of the plug 96 within the bore 99 and the pressure at the inlet side of the pump is substantially atmospheric. A plurality of ported strips or keys 91, 99, 99 are secured to and project inwardly from the governor casing 29 and fit snugly within grooves in the exterior of the pump casing 86 and its cover 91.

As shown in the schematic view, Fig. 18, the key 91 has a short solid section at its right end and a the hydraulic pressure, and therefore the axial.

displacement of the governor casing 29, increases rapidly over certain ranges of governor speed and increases but slowly over other governor speed ranges. For normal operation and appropriate relationship between vehicle speed and the governor displacement under no load during" acceleration may be substantially as shown by the solid line curve A of Fig. 19 and, during a slowing down of the vehicle, as indicated by the solid line curve A. The dotted line curves B, B respectively indicate the corresponding characteristics in actual'operation when the governor displacement is opposed by the spring 39 of the parallel motion linkage. Curve A indicates that the governor displacement rises rapidly to about 50% its total value as the vehicle accelerates to about miles per hour, increases slowly as the vehicle speed rises to about miles per hour, then rises rapidly to approximately full displacement at a vehicle speed of about 15 miles per hour, and then increases slowly as the vehicle is accelerated to top speed. On slowing down, the no-load governor characteristic as shown by curve A may be such that corresponding critical vehicle speeds are, in reverse order, about 10, 5 and 3 miles per hour. Since the stress of the spring 39 must be overcome by the governor, the critical speeds on acceleration may be about 7, 15 and 18 miles per hour, and, on slowing down, about 6, 4 and 2 miles per hour.

A governor characteristic of this type is obtained by so locating the right end of the port 99a of key 99 that it is cleared by the pump casing 96 when the governor casing reaches about 50% aaema'r displacement. This condition opens a by-pass or relief passage around the pump casing 99. through port 99a of key 99, port 99a of key 99 and port 99b of key 99. Increasing governor speed eil'ects the transfer of a larger volume of fluid from the casing chamber 291: to the right of the pump casing 99, but the hydraulic pressure at the right of the casing increases but slowly with the governor speed until the displacement of the governor casing 29 to the right diminishes the effective capacity of the by-pass ports as the outlet port 991) is throttled by the pump casing 99. The governor casing 29 then moves rapidly to the right with increasing governor speed until the right end of the pump casing opens the port 91a of the key 91. This port is of such size that it by-passes the maximum capacity of the bump, thus preventing a substantial rise in the effective hydraulic pressure as the vehicle speed is increased to its top value.

The governor shaft 99 is rotatably and slidably supported in a bearing bracket I99 and is driven through the coupling sleeve I9I that telescopes over the squared end I92 of the driving head I99 on the end of flexible shaft I99. Collar I99 is pinned to the shaft 95 and rotates within a ring I96 that has vertically extending lugs I91 engaged by the yoked end I99 of lever I99 that is pivoted on the bracket arm H9.

Flexible cable III extends from the end of lever I99 to the vehicle panel for a manual control of the gears that will be engaged at a given vehicle speed. The normal position of lever I99, as shown in Fig. 1, conditions the governor for a shift into second gear at a vehicle speed of about 5 miles per hour and a shift to high gear at about 15 miles per hour. Adjustment of lever I99 displaces the entire governor assembly axially and thereby provides a step up-step down" control by altering the critical vehicle speeds at which the governor rocks the parallel motion linkage 29, 2926 to release the latch member 91 for a shifting of the gears.

The method of operation of the described apparatus may be best understood by first considering the functions of certain parts of the system. The shifting of the gears is effected by the axial movement of cam I9 through the roller I1 and linkage I9--I6 that displaces the upper end of the shifting link I9. The drive connection to the cam shaft 99 is controlled by both the clutch and the vehicle speed governor through the latch systems comprising strap 6i and the cam slide 62, and the latching member 91 and lug 35 of plate 26, respectively. Cam I9 is rotated only when. upon release of the clutch, the vehicle speed is appropriate for a drive through gears other than then engaged. The direction of axial movement of cam I9 is determined by the raised or lowered position of the cam pin 66, and this position is controlled by notched plate 16 that is adjusted by the T-lever 29 of the parallel motion linkage in accordance with the vehicle speed. The position into which the bell-crank lever 29, 29 is shifted by the vehicle speed governor determines the direction of lateral displacement of the shifting link I9, and thereby selects the low-reverse rail 2 or the second-high" rail 9 for operation.

It may here be noted that a progressive shifting through the several forward speed gears is not compulsory as the shift may be directly from low to high, or from high to low, when the clutch is released while driving in one of these gears at a speed appropriate for a drive at the other gear ratio.

assess? The method of operation will-be described in connection with Figs. do to ,4! which, exceptfor the illustration of springs 34a, 34b in place of the. single spring 64 of Fig. 1, conform to the actual apparatus as modified to separate the cam-operated linkage system l3-l6 from the parallel motion linkage 20, 23-26 that is controlled bythe vehicle speed governor.

Assuming that the vehicle was stopped in the normal manner with the clutch disengaged, the

several parts stand as shown in Fig. 4a. The

drive is through'the low speed gears when the engine is started and the clutch is engaged. The casing 29 of the vehicle speed governor moves to the right as the vehicle. speed increases, thus rocking the lever 23, 24, clockwise, and'thereby rocking the T-lever clockwise through a greater angle since the left end of the lever 20 is fixed by its pivotal connection to the link ill, the latter being locked by the location of its flange 2i in the upper notch of the rack 22, see Figs. 1 and .46. Plate 26' is constrained by link 25 to move through the same angle as T-lever 20, and there- This conditions the cam is for a shift to the left as-the pin 66 will remain in lowered position when the cam flange l2 clears the member Hi. The movement of lever 20 produces a clockwise motion of plate 26 that moves his 35 from beneath the pin 36 of the latch member 31, thus rendering the latter inoperative. Release of the clutch displaces the cam slide 62 and the roller 66 drops into engagement with the flywheel 41.

When shift link l0 reaches neutral position upon the initial rotation of the cam IS, the stress in the spring 340 is'i'eleased by rocking the plate 26 counterclockwise to restore the lug 35 to its normal position beneath pin 36 of latch member 31. This movement of the parallel motion linkage also drops the shift link III downward to position its flange 2l below the lower projection by compresses spring 34a and moves the lug 35 from vertical alinement with the pin 36 of the latch member 31. The spring 39, Fig. 2, is relatively weak andthe latching memberis no longer operative to hold the driving gear'casing 48 in elevated position. 48 is now held in raised position .to prevent the engagement of the friction roller 46 with the flywheel 41 only by the strap 61 and camslide 62 that is actuated by the clutch pedal control. The release of the.

clutch renders this second latch inoperative and the cam shaft 60 is then driven by the roller 46 and the associated gearing. The initial rotation of the cam is shifts it to the right to bring the cam groove MN in engagement with the roller Bl on pin 66. Link I8 is thus shifted into neutral position with its flange 2i freed from the rack 22. This initial rotation of shaft i9 carries the stop m 53, Fig. 5, past the end of the lever 52.

which is thus freed to permit the linkage 50-52 to rock back to normal position which it does as the stress in spring 39 lifts the member 31. The stress in spring 34a rocks the plate 26 counterclockwise to return its lug into position beneath the pin 36 of the latch member 31 and, through the link 25, rocks the T-lever 20 in the same direction to move the link It downwardly to position its flange 2! in line with the lower notch of the rack 22. Shift pin i2 of the link in is now engaged in the notch of the yoke 8 that isconnected to the second-high shifting rail 3. Further rotation of the cam i9 brings its flange I2 into contact with the member 10, thereby depressing the same and lifting the pin 63. This position of pin 66 brings the cam groove 68R into operation and the cam i9 therefore moves to the right as its rotation is continued. The link I0 is therefore rocked to the right and the yoke 8 and rail 3 are shifted to the right to engage the second speed gears. Rotation of the cam i9 is arrested upon the completion of one revolution when the pin 53 rides beneath and lifts the lever 52 since, as stated above, the lug 35 is again posiof the rack .22. The continued rotation of cam is rocks the shift link In to the left to bring the high speed gears into operation.

The shift down to lower gears takes place in a similar manner. Lever 23, 24 is rocked counterclockwiseby the governor sleeve 29 whenthe speed falls below that appropriate for high gear drive, Fig. 4e, and through the tiltingof the T-lever 20 stresses the spring 34b and raises the rod I3 to position a crest of plate 15in engagement with the pin 16 of member". Upon,

releasing the clutch the cam drive is brought into operation and thelink I0 is shifted into neutral position and the stress in spring 34b is relieved by rocking the plate 26 clockwise and lifting the shift link ID to place its pin I! in 3 the outer part of the notch in the notch in the yoke 8. Further rotation of the cam is shifts the hnk I6 and yoke 8 to the right to engagethe second speed. gears.

The step-down from second to low takes place in a similar'manner when the governor casing 29, moves to the left to stress the spring 34b through the warping ofthe parallel motion link age. e

Reverse gear drive is obtained manually bll pulling. cable l'l to rock lever 16 clockwise to lift the, If-lever 2t and position the flange ll of 5 link in above the upper projection of the rack 22, and to position a crest of the plate 16 opp'o-fsite the member Hi. This sets the cam IQ for a movement to the right, and the shift therefore is into reverse gear when the clutch is released and the cam i9 is rotated. The operation of the power mechanism may be arrested to leave all gears disen aged, Le.

tioned beneath the pin 36. Theparts now stand in neutral position, by manual adjustment of the pull cable 60 to rock the plate 59- and thereby depress the lever arm 55 into the path of the pin 56. I

The adjustment of the lever M9 by the cable lil enables the operator to selecteither a higher or a lower gear ratio than is standard for driving the vehicle at'a particular speed. Afstepup adjustment for starting in second gear is obtained by pulling on cable Iii to rock the lever I09 clockwise, thus shifting the governor assembly to the right of its normal rest position, i. e. into the position shown in Fig. 1. Similarly, a "step down control for shifting back to second a when the vehicle is operating on high gear is obtained by adjusting the lever 109 in the opposite direction to move the governor pump and piston assembly to the left. The governor casing also moves to the left as its position with respect to the piston is determined by the governor speed. This movementof the governor casing rocks the lever 26,. counterclockwise, as in fected but does determine the particular transmission gears that may be engaged at the critical vehicle speeds. I

Another embodiment of a mechanically actuated gear shifting'mechanism is shown in Flgs. 20 to 32, inclusive. As in the described embodiment, the transmission gears are of conventional design and are identified generally by the reference character T but need not be described in detail. The customary slide rails H2, H3 areprovided for controlling the reverse and low speed gears, and the second and high speed gears,

respectively. The gear shifting mechanism of this invention affords a semi-automatic control of the actuation of the slide rails H2, H3 and thereby of the particular gear train that is brought into operation.

The manually actuated gear shift lever or equivalent manual control is replaced, in the apparatus of Figs. 20 to 32, by a power operated gear shift lever 4, see Fig. 27, that has a socket at its forwardend to which a pin II5 with two flat sections H6, H1 is secured. The flat section H6 is the contact member for engagement in the notched projections of the slide rails H2, H3, and the flat section III extends through and is guided by the H-slot H3 in the cover plate II9 of the transmission box. The flat section III also extends through a longitudinal slot I in a slide plate I2I, Fig. 28, that is secured to and movable transversely of the transmission box by a governor controlled sleeve I 22 that is slidably mounted in bearings I23. Recesses I22 in the sleeve I22 cooperate with a spring pressed bah (not shown) in the lower bearing I23 as indexing" notches which contribute to the accuracy of the adjustment of the sliding plate I2I to the appropriate one of its four operating positions. The end of the plate I2I, at the rear of the sleeve I22, has a cam surface comprisin longitudinally extending ridges I24 and I25 alternating with valleys I26 and I 21.

As shown in Figs. 20 and 22, the notched hub I26 at the rear end of the lever H4 is slidably and pivotally supported on the longitudinally disposed rails I29 of a skeleton frame I30 that is secured to the cover plate 9 of the transmission gear box. A cam follower pin I3I extends axially through the hub I26 of the shift lever and is spring pressed into engagement with the cam surface of the sliding plate I2I.

The upper end of the pin I3I engages a barrel or cylindrical cam I32 which is generally similar to the described cam I9 in that it has cam surfaces of different diameters for moving the follower I3I, and thereby the shifting lever H4 in opposite directions. In the development view of the cam, Fig. 26, the broken lines indicate the alternate paths of travel of the cam follower I3I, and the circles I3IF, I3IR. indicate the respective positions of the follower I9I when the lever II4 has been shifted to engage the first or the high gear, or to engage the reverse or the second gear. The circles I9IN indicate locations of the pin I3I when the shift lever H4 is in neutral position. The cam projections I33, I34 are of relatively large diameter and engage the follower III whether in low or elevated position to shift the lever I I4 into neutral position upon the initial rotation of the cam I32. Cam projection I35 is of relatively small diameter and-engages the pin I3I only whenthe latter is elevated by a cam ridge I24 .or I25 to shift the lever II4 to the rear, and the cam projection I36 is of large diameter to move the follower III forwardly when it is in lowered position in contact with a valley I26 or I21 oftheplate I2I.

Inspection of Fig. 22 shows that the lateral movement of the forward end of the shifting lever II4 to engage the rail I I2 or H3 is controlled by the transverse adjustment of the sliding plate I2I, due to the engagement of the flat section III of pin H5 in the slot I20 of the plate I2I. The direction of longitudinal movement of the shift lever is also determined by the lateral displacement of the plate I2I that has both a ridge and a valley, at each side of its center line for determining the elevation of the follower pin I3I. The extent and direction of motion of the slide plate I M is determined by a governor that is driven as a function of the vehicle speed but the plate I2I is locked against movement, as in the previously described embodiment, so long as the flat section II! of pin H5 is engaged in any of the H-slots H6 in the cover plate H9.

The power drive for the barrel cam I32 includes a low pitch worm I31 on the flywheel 41 and meshing gear I 36 on a stub shaft which carries a bevel gear I39 that meshes with bevel gear I40 on a shaft I 4|. The rear end of the shaft 1 carries a gear I42 which meshes with a gear I43 on a shaft I44 that is. journalled on the frame I30 in axial alinement with the shaft I45 that carries the barrel cam I32. One plate I46 of a friction clutch is secured to the shaft and the other plate I41 is carried by a-sliding sleeve I48 that is splined to the cam shaft I45. The sleeve I46 has spaced radial flanges I49, I49, the latter having an arcuate cam I50, for cooperation with the several control members to determine the driving connection between the flywheel and the cam I32. A spring I5I surrounds the shaft I45 and tends to engage the friction clutch but, under normal rimning conditions, the clutch is held out by one or more of the control members.

One control mechanism is actuated by the car clutch pedal I52 which is shown in dotted line in Fig. 21 in released position. Arms I53 on a rock shaft I54 carry rollers I55 for engagement with the flange I49 of the sleeve I48, and an arm I56 that is positioned for engagement by the end of a flexible cable I5I when the clutch pedal is released; the arm I56 being then rocked towards the right, as seen in Fig. 21, to force crank arms I53 in the same direction to separate the plates of the friction clutch.

A second control is imposed upon the friction clutch by the crank arm I56 that is pivoted on the frame I30 for actuation by a flexible cable I59 that is controlled by a governor I60 that responds to the speed of the vehicle. The end of crank arm I56 is normally positioned in the path of the cam projection I50 and engages that cam projection to separate the clutch plates I46, I" of the power drive to the cam I 32. The crank arm may be rocked in opposite directions, by pushing or pulling the wire I59, to clear the cam projection I5I. The governor includes a movable sleeve I6l that is displaced downwardly, as seen in Fig. 29, or to the left as viewed by the driver, upon an increase in the vehicle speed. The sleeve I22 of the sliding plate I 2 I is in axial alinement with the governor sleeve III and plunger I82 is telescoped within the sleeves, the.

plunger having predetermined positions with respect to the governor sleeve I8I. 'A-coil spring lttwithin. the sleeve has its ends fastened to the lower end of the :plunger I82 and to an abutment I84 that is'flxed to sleeve I22. An-increase f in the vehicle speed thus compresses the spring I68 and tends to move the sliding plate to the left as viewedby the driver, or downwardly as seen in Fig, 22, and a decrease in vehicle speed tensions the spring and tends to move'the sliding I59 is secured to,

the sleeve I22 and extends through a flexible sheath I59 that is secured, at its opposite ends, to the frame I80 and to thegovemor plunger I62, respectively. Relative movement of the plunger I62 and sleeve I22 thus produces a corresponding relative movement of the'fle'xible sheath I59 and the wire I59 for actuating the crank arm I56. A significant change in vehicle speed results in a movement of the plunger I62 but the sleeve I22 cannot move until the guide pin I I5 of the shifting lever H4 is alined with the crossbar of the H-slot II8. Downward motion of plunger I62 on increasing vehicle speed thus telescopes the end of the sheath I59 over the wire I59 and produces, in eife'ct, a thrust on the wire I59 that rocks the crank arm I58 clockwise, Fig. 21. Conversely, upward motion of plunger I62 on a decrease in vehicle speed withdraws the adjacent end of sheath I59 from wire I59 and results in a pull on the wire at its connection to the crank arm I58, thus rocking the crank arm counterclockwise. These motions of the crank arm I58 to clear the cam projection I50 do not result in counterclockwise.

an immediate engagement of the clutch plates I46, I41 since, as stated above, the wire I51 engages the arm I56 to shift the flange I49 to the right, Fig. 21, so long as the vehicle clutch is engaged.

A third control is imposed upon the friction clutch by a lever or crank arm I65 that is actuated by a manually controlled flexible cable I66. The lever I65. is positioned on the frame I80 for engagement with the cam I50 to interrupt the cam rotation when the follower I9I has shifted the lever II4 into neutral position, i. e. when the pin I3I' occupies the lower position I3IN, Fig. 26, with respect to the cam I32. The mechanism for actuating the cable I66 will be described later.

As previously stated, the plunger I62 has certain predetermined positions with respect to the governor sleeve I6I, and this adjustment permits a control of the vehicle speeds at which the crank arm I58 is moved from the path of cam I50 by the displacement of sleeve I22 and cable I59. A manual control of the eflect of the governor I60 upon the gear shift mechanism is obtained through a cable I61 secured to the plunger I62 and extending through a sheath I68 that is anchored in a block I69 fixed to the sleeve I6I. The other end of the sheath I68 is secured to the casing I10 and the cable I61 is secured to a control handle "I that is slidably and rotatably The handle "I is normally retained in the position shown in Fig. 29 by the engagement of a stud I10a that projects inwardly from the casing I10 into the cross bar of an H-shaped groove in the handle I1 I. The forward and rearward sections I12, I18 of the groove which aline with the stud "011 on clockwise rotation of the handle "I permit movement of the handle axlallyof the sleeve I10 to increase or to decrease, respectively, the effective length of the governor actuated mechanism, thereby to increase or decrease the stress of the spring ,for a given positioning of the sleeve I22 and its sliding plate I2l. The ends of groove sections I12, I13 turn inwardly to form locking recesses for retaining the handle I in the position to which it is manually adjusted, the

locking action being provided by the flexible wire or cable I61 that is subjected to torsional stress when the handle "I is turned from the position shown in Fig. 29. Turning handle I1I clockwise, as viewed bythe operator, and pulling out the handle, provides a step-up" which permits a shift into second or high speed gears at vehicle speeds appropriate, respectively, for a drive through the first or the second speed gears under normal operating conditions. Conversely, a clockwise movement and pushing in of the handle I1I results in a step-down" operation which permits a drive of the .vehicle through a gear train of lower speed ratio, at a given vehicle speed, than is appropriate under normal conditions.

The forward and'rearward sections I14, I15-ofthe groove which aline with .the stud I12 on a counterclockwise rotation ofthe handle "I provide a shift of the gears into neutral or reverse, respectively. The headed end of the neutral control wire I66 extends into the casing I10 in position for engagement in aslotted lug I16 on the inner end of handle I1I'when the latter is turned A pull on handle I" draws cable I66 to rock .the lever I65 into position to engage cam surface I50 of the clutch plate I41 to disengage the clutch after about one-quarter revolution.

The shift into reverse requiresa displacement of the shifting plate I2I from its normal position corresponding to a zero or low speed drive of the governor from the vehicle. A latch member I11 pivoted on the cover H9 is normally held in engagement with a stop I18 on the plunger I62 by a spring I19 that is secured to the sheath I80 through which theflexible'cable or wire I8I extends to the casing I10 for engagement by the handle "I when the latter is pushed forward after a counterclockwise movement. The forward movement of the wire I8I releases the latch I11, and the accompanying movement of .wire I61 telescopes the plunger I62 into the sleeve I-6I.

The neutral control wireis moved forwardly when the handle I1] is set for reverse, but this motion merely turns the lever I65 away from the cam I50. Recesses I82 are formed in the end of the handle I1I to receive the ends of controlwires I66 and I8I when the handle MI is turned clockwise and pushed in.

The method of operation of this form of the invention is as follows. The parts are shown in Figs. 21 and 22 in .neutral position and with the clutch pedal depressed for starting the motor. The car may have been stopped with the gears in this position by a manual actuation of.

the handle "I to position the neutral lever I85 in the path of the cam projection I50, the handie -I1I having been thereafter adjusted, as

shown in Fig. 29, for normal operation. The

clutch plates I45 and I41 are in engagement and the cam I32 will be rotated as soon as the engine is started. The guide pin and the slot I20 of the shifting plate I2I are in line with the low speed section of the H-slot H8, and the pin I3I rests in the valley I25 of the slide plate Hi. The rotation of the cam I32 is arrested when the cam projection I50 of flange I 43 engages the crank arm I58, 1. e. when the lever II4 has moved for-' the governor I58 has moved the plunger I52 downwardly, thus compressing the spring I53 and producing a thrust on the wire I58 (due to the downward motion of the flexible sheath I59) and the crank arm I58 is thereby moved out of the path of the cam projection I50. Upon depressing the clutch pedal I52, wire I51 is moved from the end of the crank arm I55 and the spring I5I expands to engage the friction clutch I45, I41. The cam I32 rotates as soon as the friction clutch is engaged and the first effect of such rotation is to shift the pin I3I to the right, Figs. 22 and 26, to carry the guide pin II5 of the shift lever II4 into the cross bar of the H-slot H8. The compression in spring I53 shifts the slide plate I2I downwardly to bring the section II1 of pin II5 of the shift lever H4 and the slot I of the slide plate I2I into line with the leg of the H-slot II8 corresponding to an engagement of the second speed gears. This motion of slide plate I2I brings the ridge I25 beneath the follower pin I3I and the continued rotation of cam I32 brings the small diameter cam projection I35 into engagement with the pin I3I to movethe latter toward the right, thus shifting the lever I I4 to the right, Fig. 22, for a rearward shift of the slide rail II3 by the flat section II5 of the pin II5, Fig. 20. The downward motion of the sleeve I22 resulted in a pull on the wire I59 which rocked the crank arm I58 counterclockwise into the path of movement of the cam projection I50. The cam projection engages the crank arm I58 to shift the clutch plate I41 into disengaged position thus stopping the rotation of cam I32 when the follower pin I3! is in the position I3IR, Fig. 26.

The shift from second speed to high speed is effected in a similar manner after the car is accelerated to a speed appropriate for a drive in high gear. The increased speed of the governor I50 displaces the plunger I52 and thereby exerts a push on the wire I59 to release the crank arm I58 from the cam projection I50. The cam I32 is connected to its driving mechanism when the clutch pedal I52 is depressed and, as before, the initial rotation of the cam I32 displaces the follower pin I3I to position the shift lever pin H5 in the cross bar of the H-slot. The compression in the spring I53 is then relieved by a fur'her downward motion of sleeve I22 and slide plate I 2I to aline the pin H5 with the sec'ion of H- slot II8 corresponding to high gear. This motion of the shift plate brings the cam valley I21 beneath the follower pin I3I, thus permiting pin I3I to drop to clear the cam projection I35 of cam I32. Further rotation of cam I32 brings cam projection I35 into engagement with pin I3I and shifts the latter forwardly of the car,

slide rail H3 forward. The sliding motion of plate I2I exerted a pull on wire I 50 to rock the crank arm I58 into the path of cam projection I50, thereby stopping the rotation of the cam I32 at the end of one complete revolution.

The shift down is effected in .a similar manner when a decrease in the vehicle speed produces a tension in the spring I83. A decrease in the governor speed results in anupward movement of the plunger I82, Fig. 29, which tensions the spring I83 and displaces the sheath l58' of wire I58 to release the crank arm I58 from the cam projection I50. Upon depressing the vehicle clutch pedal I52, the friction clutch I45, I41 is engaged to rotate the cam I32. The tension in spring I83 is relieved by the displacement of slide plate I2I as soon as the pin II5 reaches the cross bar of the H-slot II8. If the decrease in vehicle speed is such that adrive in second gear is appropriate, the tension in spring I53 will be relieved when the pin II5 alines with the second gear section of the H-slot, and the shift lever Fig. 22, to move the lever 4, its pin III and 15 H4 will be moved rearwardly by the cam I32 and pin I3I since the pin I3I is seated on the cam ridge I25. .If the decrease in vehicle speed is so great that the car should be operated in low gear, the tension in spring I53 will not be relieved until the pin II5 moves into alinement with the low speed section of the H-slot H8.

'The follower pin I3I now rests in the cam valley I25 and this lowered position of the pin I3I results in a forward movement of the shift lever II4 to engage the low speed gears.

The shift into reverse can be made by turning the handle "I counterclockwise to bring the sec- 'tion I15 of the H-groove into alinement with the lower pin I3I into neutral position and the tension in spring I53 is relieved by a displacement of the slide plate I2I upwardly, as viewed in Fig. 22. The pin II5 of the shift lever H4 is now alined with the reverse gear section of the H-slot H8 and the follower pin I 3| rests on the cam ridge I24. The further rotation of the cam I32 therefore shifts the pin I3I and lever II4 to the rear. r

As previously described, the effective length of the sleeve I5I and plunger I52 of the governor mechanism may be controlled manually to effect a step-up or a step-down of the gear engagements for a particular vehicle speed. Clockwise rotation of the manual control handle I1I permits an inward or outward movement of the handle to decrease or alternatively to increase the effective length of the sleeve I5I-plunger I 52, thus decreasing or increasing the compressive stress in the spring I 53 for any given position of the governor sleeve I5I. A decrease in the effective length of the governor actuated mechanism thus results in a step-down" action by which the first and second speed gears are engaged at vehicle speeds appropriate, under normal operating conditions, for an engagement of the second speed-or high speed gears, respectively. Similarly, the step-up action obtained by increasing the effective length of the governor-actuated 

